Electrically-operated railway-switch.



Patented Sept. 23, |902. J. LUNEY.

(Application led June 21, 1992.)

ELECTRICALLY OPERATED RAILWAY SWITCH.

(No Model.)

TH: mams warms co, PHoToLrrNo.. wsmNsTaN. n e.

:UNITED STATES .IAMESLONEXQ OF DETROIT, MICHIGAN.

ELEGTRlCALLY-O PERATED RAI LWAY-SWITCH.

SPEIFICATION forming part of Letters Patent No. 709,676, dated September 23, 1902.

Application filed Tune 2l, 1902.

To' all whom, it may concern:

Be it known that I, JAMES LONEY, a citizen of the United States of America, residing at Detroit, in the county of Wayne and State of Michigan, have invented certain new and useful Improvements in Electrically-Operated RailWay-Switches, of whichY the following is a specilication, reference being had therein to the accompanying drawings.

The object of this invention is to provide a simple and eective device whereby the switch-point of a railway-switch may be moved by means of electricity under the control of a passing car. While my improvement is designed principally for application to electric cars, it admits of being applied to cars propelled by other power, in which case a generator ot' electricity is carried on the car, which may be driven by suitable connection with a car-axleg but in lieu of such generator a storage battery may be substituted.

The invention consists in a switch-p0int structure comprising a box in the road-bed, a switch-tongue projecting into said box and vertically guided therein in line with the inner rail at itsjunction with the outer rail, an incline or inclines formed on the under side of the switch-point, a horizontal sliding bar or carriage beneath the switch point and adapted to cooperate with the inclines to raise the switch-point in position, and a pair of electromagnets adapted to operate said carriage in opposite directions, all as more fully hereinafter described.

In the drawings, Figure 1 is a plan view of the switch. Fig. 2 is a vertical longitudinal section on line 2 2,l Fig. l. Fig. 3 is a vertical cross-section on line 3 3, Fig. l;` and Fig. 4 is a horizontal section on line u lu, Fig. 2. Fig. 5 is an elevation of the traveling contact device; and Fig. 6 is a similar section as Fig. 2, showing a simplified construction.

A A are the main-line rails, and B B are the rails of the side track.

' C is a vertically-movable switch-point in line with the inner rail of the side track and forming a junction between said inner rail and the corresponding main-line rail. D is a box placed beneath said switch-point and substantially in line with it. F represents two electromagnets secured in said box in Serial No. 112,580. (No modell) line with the switch-point. movable cores of said magnets.

G represents parallel bars rigidly uniting the cores together into a single structure or bar. H represents two grooved rollers journaled between said parallel bars.

I is a support or rail on the bottom of the box for the rollers to run on.

.I J are two inclines at the underside of the switch-point cooperating with the rollers.

K represents transverse bolts passing through vertical slots in the switch-point.

L represents vertically-depending guidetlanges for the switch-point and in which the bolts are secured.

M is a removable portion of the top of the box for permitting easy access into the box.

N is a traveling contact device carried by the car and adapted to be placed in electrical connection with the trolley-wire or other source of electricity under control of the motorman inlthe car. As shown in the drawings, it consists of lever Ct, pivoted to a hanger b and weighted at one end, the other end carrying a contact-wheel c. In suitable proximity to this lever is secured an electromagnet d, the movable core of which is carried by the lever in such manner that on energizing the magnet the lever is actuated E represen ts the to press the contact-wheel against the ground, while normally the weight of the lever holds it above ground. The lever carries a contact e, adapted to make electrical connection with a fixed contactfwhen the lever is depressed. The contact f is connected with the source of electricity on the car, and the magnetdis in a normally open circuit between said source and the return conductor or rail, which circuit is adapted to be closed by a suitable switch or push-button g under control of the Inotorman.

R R are two electrically-insulated contactplates secured upon the ground in position to cooperate with the traveling contact on the car, and T T are the circuits of the electromagnets F., one terminal of which is respectively connected to the plates R R and the other to the return conductor or rail.

In the construction shown in Fig. 6, which is the preferred construction on account of its simplicity and the cheapness with which IOO it can be constructed, the switch-point C is provided with an incline i at Aone end, and a corresponding inclinej, adapted to cooperate therewith, is formed on the end of the bar c, secured between the parallel bars G', connecting the movable cores ot' the electromagnets, said bar being supported upon a suitable track or rail I, the switch-point being vertically guided upon the pin m, mounted on the stirrup u, straddling said bar and track.

The parts being constructed and arranged as shown and described, they are intended to operate as follows: By closing the electric circuit T by means of the traveling contact on the car, the core of the electromagnet in said circuit will be drawn into the magnet, and thereby move the sliding bar or carriage into thev position shown in Fig. 2, in which the switch-point is level with the rails, thus closing the switch. In the same manner by closing the circuit through the other electrolnagnet the sliding bar or carriage will be drawn in the opposite direction, and the switch-point is free'to drop a suflicient distance to open the switch. Where certain cars follow always over a prescribed route, as is usually the case, the contact-plates R R need not be in line with each other; but where cars should be able to take either track they are placedvinl line with each other, so that the motorman may close the circuit through either electromagnet. It is also obvious that other contacts may be 'provided upon the other side of the switch.

As shown in the drawings, a portion o of the main rail and a portion p of the side rail may be formed as an integral part of the top of the box, which has obvious advantages; but these portions may be integral parts of the track-rails without departing from my invention. I also preferably provide a guardrail q, which may also be an integral part of the box.

The rear face r of the switch-point I preferably form obliquely, as shown, and in that way the switch-point when in positionis firmly supported at its rear against lateral pressure, while the front end has a broad bearing against the main rail. A switch-pointof this character is thus not likely to be damaged by lateral pressure.

It will be seen that the switch-point both in its elevated and in its depressed positions rests upon the sliding bar or rollers, which are preferably of steel, and these in turn rest upon the rail below, and thus a strong support is provided for the switch-point.

All the parts in the box are made accessible by removing the cover of the box, and the switch-point can be taken out without dismounting it.

Vhat I claim as my invention isl. The combination with the movable cntact on the car adapted to be connected with the source of electricity on the car and fixed contacts in the road-bed, of a switch-point structure comprising a vertically-movable switch-pointin line with the inner rail of the side track at the junction therewith with the corresponding main rail and formed with an incline or inclines upon the lower face, a box in the road-bed into which the lower portion ot` the switch-point projects, vertical guidebearing for said switch-point and operating mechanism inclosed in said box and comprising two electromagnets in line with the switchpoint and adapted to be connected in circuit with the source of electricity on the car, and a bar or carriage slidingly supported in the box beneath the switch-point inA line therewith and forming with its opposite ends cores for said electromagnets and means carried by said bar or carriage intermediate said cores and adapted to cooperate with the incline or inclines on the switch-point to raise or lower the same.

2. The combination with the movable contact on the car adapted to be connected to a source of electricity and lixed contacts on the ground adapted to electrically connect therewith in the travel of the car, of a switchpoint structure comprising a vertically-movable switch-point in line with the inner rail of the side track at thejunction with the corresponding main rail and formed with an incline or inclines upon its lower face, a box in the road-bed formed with an opening in its top through which the switch-point projects into the box and with flanges depending from the top forming .vertical guides for said switch-point, two eleetromagnets arranged oppositely each other in line with the switch-point and having movable cores, parallel guide-bars rigidly uniting said cores together in line with each other and means secured between said guide-bars adapted to coperate with the incline or inclines on the switch-point to raise or lower the same by the movement of the guide-bars in opposite directions.

3. The combination with the electric car carrying a movable contact adapted to be lowered in contact with the ground and fixed contacts in the road-bed in line with the movable contact and adapted to be electrically connected therewith in the travel of the car, of a switch structure comprising abox in the road-bed at the junction of the inner rail of the side track with the corresponding mainline rail and carrying integral portions of said rails, a switch-point vertically movably.

and lower the same by the endwise move` ment of the sliding bar, and a pair of electromagnets arranged oppositely each other in line with the sliding bar or carriage and in- IOO dependently connected in circuits between the fixed contacts and the return-rail, the ends of the sliding bar or carriage forming cores for said magnets.

4. The combination with the movable contact on the car adapted to be connected to a source of electricity and xed contacts on the ground adapted to electrically connect therewith in the travel of the car, of a switchpoint structure comprising a vertically-movable switch-point in line with the inner rail of the side track at the junction with the corresponding main rail and formed with an incline upon its lower face, a box in the roadbed formed with an opening in its top through which the switch-point projects into the box, two electromagnets arranged oppositely each other in line with the switch-point and having movable cores, parallel guide-bars ri gidly uniting said cores in line with eachother, 

